Auxiliary battery attachment apparatus for use in a multiple battery system that reliably supplies electrical energy to an electrical system

ABSTRACT

An auxiliary battery attachment apparatus, which is attachable to a first housing containing a first battery, includes a second housing, a second battery disposed within the second housing, positive and negative couplings, a one-way charging circuit, and at least one switching device. The coupling(s) are respectively coupleable to positive and negative terminal(s) of the first housing. The second housing includes positive and negative terminals, which are electrically coupleable to an electrical system. The charging circuit is electrically connected between the positive coupling(s) and a positive output of the second battery, and facilitates charging of, but prevents current flow from, the second battery when the first battery is supplying electrical energy to the electrical system. The switching device(s) is operable in at least two states to electrically connect the positive terminal(s) of the second housing to a selective one of the positive coupling(s) and the positive output of the second battery.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a division of U.S. application Ser. No. 10/604,703filed on Aug. 11, 2003, now U.S. Pat. No. 7,339,347 B2, whichapplication is incorporated herein by this reference as if fully setforth herein, and hereby claims priority upon such application under 35U.S.C. §120. This application is also related to co-pending U.S.application Ser. No. 12/008,192 filed on Jan. 9, 2008 and to U.S.application Ser. No. 12/008,195, which is now U.S. Pat. No. 7,427,865B2.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to rechargeable battery systemsincluding a main battery and at least one auxiliary battery, and, moreparticularly, to an auxiliary battery attachment apparatus for use in amultiple battery system configured to selectively supply electricalenergy from one of the main battery and the auxiliary battery to anelectrical system to which the multiple battery system is electricallycoupled.

2. Description of Related Art

Almost every vehicle utilized today requires a battery to operate. Thebattery usually initiates an internal combustion reaction that is at theheart of conventional motors. Additionally, with the development ofelectric and hybrid-electric vehicles that rely directly on batteries tofunction, there is an increased need for a reliable supply of power frombatteries. Recently, significant improvements in battery technologieshave allowed conventional-sized batteries to have increased power,increased operating life, better response to discharge and rechargecycling, and lower maintenance requirements than their predecessors.This has allowed for improved starting, as well as prolonged operationof vehicles, equipment, and auxiliary devices.

However, the elements of a conventional battery have changed little,even as many other aspects of vehicle technology and safety haveimproved. For example, conventional vehicle batteries include a fairlystandard sized rectangular casing containing cells (e.g., six cells fortwelve-volt batteries and three cells for six-volt batteries). Thesecells typically contain positive and negative battery plates andelectrolytic fluid to allow the battery to store reserve electricity andreplenish this reserve from a generating source, such as an electricalsystem. The battery is typically coupled through a standard set ofelectrical cables to the electrical system of the vehicle or piece ofequipment.

However, a significant problem with existing batteries occurs if, forany reason, the conventional battery loses power or is discharged. Therequired source for electrical power to start or operate the vehicle ordevice is lost. Similarly, if, for instance, automobile lights areaccidentally left on for extended periods of time without the automobilerunning, discharge of the battery is inevitable. Additionally, if otherauxiliary equipment, such as a radio, fan, or the like, is left onwithout the engine running, similar problems can occur. A further waythe electrical system of a vehicle might fail is through shorts or badconnections to the battery, so that the battery does not recharge duringuse. This may also occur when a recharging mechanism, such as analternator or generator, is non-functioning. These are just some of thetypes of problems or discharge scenarios that may occur in which failureor discharge of the battery leaves the vehicle helpless.

One way to provide power back to the battery in the case of a dischargescenario is through a jump-start. However, this requires an additionalvehicle or battery, which may not be available. Jump-starting alsosubjects both the discharged battery and the jump-starting battery topotential damage, even the possibility of a catastrophic explosion ifthe electrical connections are improperly coupled. There are alsocommercially available alternatives to vehicle-to-vehicle jump-starting.These devices primarily comprise portable auxiliary power sources forjump-starting a discharged battery. A major drawback of these devices isthat they require the electrical system of the vehicle to be in operablecondition to restore the battery. Most of these portable emergencybatteries typically comprise a small reserve battery which is pluggedinto the electrical system of an automobile, for example, through thecigarette lighter plug, and can only be recharged in a household outlet.Because it cannot be recharged from the vehicle, if the discharge recursfor any reason, the user is potentially stranded. These systems,together with the conventional methods of jump-starting a battery,currently provide the only commercially available ways to overcome theloss of power in a battery or other discharge scenario.

Several attempts at improving the functionality of batteries indischarge scenarios by utilizing auxiliary batteries to forestall theneed for jump-starting have been attempted, but none have met with anycommercial success. These previous commercial attempts at dual batterysystems have proven unreliable and cumbersome or worse, non-functional.Many significant drawbacks are seen in many of the early systems,requiring costly modifications due to non-standard battery sizes,modifications to the battery terminals, and/or modification to theelectrical system of the vehicle or the device. These modifications madethese systems costly to implement and less reliable than the standardsized batteries. Examples of these early attempts include U.S. Pat. No.3,200,014 to Roberts and U.S. Pat. No. 3,029,301 to Strider.

Another example of these early systems included a three-post system fromDELCO. The battery housing had three external terminals extending fromthe cover: a main battery positive terminal, a reserve battery positiveterminal, and a common negative terminal. The negative terminalelectrodes of each battery in the system were purportedly connectedthrough a link in the battery housing cover assembly. Thus, this vehicleelectrical system required three cables to accommodate the system andrequired an additional solenoid that was activated during starting. Thisnon-standard configuration meant additional costs and headache for theend-user, requiring special three post batteries and cables. This andthe added costs from the need for additional electrical components madethe devices commercially unsuccessful.

Additional attempts at achieving a commercially successful system havebeen made that would fit standard electrical cable configurations, butthese have also failed. Vehicle battery systems, like those shown inU.S. Pat. No. 5,002,840 to Klebenow et al. (“the '840 patent”) and U.S.Pat. No. 5,162,164 to Dougherty et al. (“the '164 patent”), show a mainand a reserve unit, separated simply by a one-way diode for maintainingthe reserve unit in the charged condition during non-use. The main andreserve batteries of the '840 and '164 patents are coupled in parallelwith a diode and resistor therebetween and would require only thestandard two-post battery configuration. In a normal operating mode, aresistor (for instance, a variable resistance, positive temperaturecoefficient resistor) precedes the one-way diode. The variable orpositive coefficient resistor steps down the amperage to limit theamount of current and, hence, the amount of heat generated by the diode.The diode prevents the reserve battery from discharging to the mainbattery while allowing current to reach the battery, but it is limitedto providing a trickle charge to the reserve battery for recharging. Ashunt is provided that is engaged in discharge scenarios to effectivelybypass the resistor and diode, and put the two battery units in parallelwithout the diode, and thereby engage the reserve battery. The entiresystem is coupled through the negative terminals of each battery thatare brought into contact in the parallel circuit.

These circuits and battery configurations have several disadvantages.The diodes described in the '840 and '164 patents are low capacitydiodes. These low capacity diodes are problematic in that they have alimited current carrying capacity. Since the low capacity diodes have arelatively small current carrying capacity, they may be destroyed ifexcessive current is driven through them. For instance, if the fullcurrent capacity of a vehicle electrical system were driven through thediode alone, the diode would be destroyed. Thus, these systems need tostep down the current with a resistor; however, such stepdown limits theamount of current used to charge the reserve battery. Therefore, thesedevices and other devices like them are limited to charging the reservebattery with a low current or trickle charge, taking a significantamount of time to recharge the reserve battery. The long duration tocharge the reserve battery is a significant disadvantage of such devicesin discharge scenarios.

Moreover, the engagement of the shunt in the circuit as described dumpsthe discharged battery into parallel with the charged battery. Thecharged reserve battery thus has to contend with both the load placed onit by the vehicle or device and the load of the discharged main battery.Operator error can cause additional problems. If the switch or shunt isinadvertently left in the bypass mode or if an undetected fault occursin the battery or electrical system, the reserve unit will dischargealong with the main unit, thereby impairing the ability of the reserveunit to function as an auxiliary starting battery.

Thus, in a discharge scenario, the devices of the '840 and '164 patentswould put added stress on the reserve battery and, potentially, requirea long cycle time to recharge the reserve electrical power storedtherein. This would be an especially grave problem if the vehicle wereto have a short or other electrical system failure, severely limitingthe operating time of the vehicle on just the reserve battery.

Similarly, U.S. Pat. No. 5,256,502 to Kump (“the '502 patent”) disclosesa set of plates and plate frames, movable bus bars, and circuitrycomponents, including a diode in the circuitry, that allow forrecharging of a reserve battery defined from the set of plates andengaged by a switch. The diode prevents current from being drawn fromthe reserve battery unless a switch is turned to a reserve setting.Similar to the '840 and '164 patents, when the reserve battery platesare selectively engaged, the main and reserve batteries are configuredin parallel with each other upon engagement of the switch. Thus, thissolution has the same problems as the solutions of the '840 and '164patents, and similarly couples the negative terminals of the twobatteries. The reserve battery is saddled with the load of theelectrical system and the load of the discharged main battery whentrying to start from a discharge scenario, as engagement draws thereserve electrical energy in the system down. There is no suggestion inany of the aforementioned references of any way to overcome this problemand, in the case of the '502 patent, there is no way to electricallyisolate the reserve battery as it is composed of plates shared with themain battery.

In U.S. Pat. No. 6,121,750 to Hwa (“the '750 patent”), a two partbattery is disclosed having a microprocessor control switch. The Hwadevice contains two twelve-volt batteries in a single housing sharing acommon negative terminal end and a single positive terminal. Thesecondary battery is provided for intermittent engagement to fulfillrequirements for short duration, high current output situations. Aswitch box is provided to permit switching from just the main battery toengaging the main and secondary batteries. Again, the batteries are inparallel when engaged and would be poorly equipped to deal with adischarge scenario for reasons similar to those previously discussed inregards to the other references. Furthermore, there is no indication orsuggestion of a diode or similar device provided in the circuitry of the'750 patent for charging the secondary battery and, thus, the secondarybattery is not necessarily kept in a charged state because the secondarybattery is only providing additional cranking power.

U.S. Pat. No. 5,683,827 to Yu discloses a silicon controlled rectifierfor automatically switching off the battery pack when the battery packgenerates an output voltage lower than a threshold voltage during adischarge cycle. The rectifier is coupled with individual cells in aseries of cells that comprise a battery pack. The system switches packs,but does not provide for reserve electrical energy beyond the individualcells. Moreover, the switching does not teach or suggest an auxiliarybattery, nor does it teach isolating an auxiliary battery in case of adischarge scenario.

The performance of all of the heretofore known multiple battery systemshave been unsatisfactory. Even with the existing attempts to providereadily available reserve power in a battery, there is still significantroom for improvement and a need for emergency starting power. Priorattempts required retrofitting vehicles to accommodate different sizedbattery housings, different terminal configurations, or remotecircuitry, which is often cost prohibitive. To date, no system has beendeveloped to provide the reserve power that is necessary to operate avehicle or piece of equipment in an emergency and be sufficientlyreliable in all situations.

The known multiple battery configurations do not permit disposition ofat least two batteries, each capable of delivering sufficient power tostart and operate a vehicle, within a housing defined by a conventionalvehicle battery envelope and having terminal locations designed toaccommodate conventional cable configurations. No system is availablethat provides the full current of the electrical system of the vehicleto immediately begin recharging an auxiliary battery. In fact, thereliability and safety of previously attempted systems is hampered bydiodes with insufficient current-carrying capacity, which may bedestroyed during recharge. Additionally, none of the previous deviceshas been able to provide both a one-way charging circuit and, whenneeded, the ability to isolate the auxiliary battery to provideemergency power. Finally, none of the prior devices can provide a methodfor determining whether the cause of the main battery discharge is inthe electrical system of the vehicle and still provide the auxiliarypower necessary in this situation to get assistance.

BRIEF SUMMARY OF THE INVENTION

Generally, the present invention encompasses an auxiliary batteryattachment apparatus for use in a multiple battery system that reliablysupplies electrical energy to an external electrical system.Particularly, the auxiliary battery attachment apparatus is attachableto a first battery apparatus, which includes a first (e.g., main)battery disposed within a first battery housing having at least onepositive terminal and at least one negative terminal. The first batterysupplies electrical energy to the positive and negative terminals of thefirst battery housing. In one embodiment, the auxiliary batteryattachment apparatus includes a second battery housing, a second (e.g.,auxiliary, standby, reserve, or backup) battery disposed within thesecond battery housing, at least one positive coupling, at least onenegative coupling, a one-way charging circuit, and at least oneswitching device. Similar to the first battery housing, the secondbattery housing includes at least one positive terminal and at least onenegative terminal. The positive terminal(s) and the negative terminal(s)of the second battery housing are electrically coupleable to theexternal electrical system. The second battery includes a positiveoutput and a negative output. The negative output of the second batteryis electrically connected to the negative terminal(s) of the secondbattery housing. In an alternative embodiment, two or more standby,backup or reserve batteries may be employed.

The positive and negative coupling(s) are respectively coupleable to thepositive and negative terminal(s) of the first battery housing. Theone-way charging circuit is electrically connected between the positivecoupling(s) and the positive output of the second battery. The one-waycharging circuit is configured to facilitate charging of, but preventcurrent flow from, the second battery at all times during which thefirst battery is supplying electrical energy to the external electricalsystem. The switching device(s) is operable in at least two states toselectively electrically connect the positive terminal(s) of the secondbattery housing to one of the positive coupling(s) and the positiveoutput of the second battery. In a first state, the switching device(s)is operable to electrically connect the positive terminal(s) of thesecond battery housing to the positive coupling(s). In a second stateindependent of the first state, the switching device(s) is operable toelectrically connect the positive terminal(s) of the second batteryhousing to the positive output of the second battery. Due to theisolating action of the switching device and the particularconfiguration of the auxiliary battery attachment apparatus, the firstbattery and the second battery never supply electrical energy to theexternal electrical system simultaneously when the positive terminal(s)and the negative terminal(s) of the second battery housing areelectrically coupled to the electrical system.

In accordance with one embodiment of the present invention, the secondbattery housing may be mounted atop the first battery housing.Alternatively, the second battery housing may be mounted on a side ofthe first battery housing. Further, when the switching device is in thefirst operating position or state and the external electrical system iscapable of supplying charging current to the batteries, the one-waycharging circuit permits the charging current from the externalelectrical system to flow into both the main and auxiliary batteries,but prevents electrical energy from flowing out of the auxiliarybattery. Still further, when the switching device is in the secondoperating position or state, the main battery is disconnected from theexternal electrical system and only the auxiliary battery supplieselectrical energy to the external electrical system.

In accordance with a further embodiment of the present invention, thepositive and negative couplings may be located within the second batteryhousing. Additionally or alternatively, the auxiliary battery is one ofa six-volt, twelve-volt, or twenty-four volt battery.

In accordance with yet another exemplary embodiment of the presentinvention, the switching mechanism or device is disposed within thesecond battery housing cover and includes a manually operable actuatorfor selecting between the main and reserve batteries.

According to a further embodiment of the present invention, theauxiliary battery attachment apparatus is configured for dispositionwithin a vehicle for electrical communication with and coupling toconventional vehicle battery cables. In the event the main batteryoutput is too low to start the vehicle, the operator manipulates theswitch to the auxiliary position (second state), thereby bringing theauxiliary battery online, which is maintained in the fully charged stateby the one-way charging circuit. Upon starting the vehicle, the operatormanipulates the switch back to the normal position (first state),thereby engaging the main battery to operate and recharge from theelectrical system and recharging the auxiliary battery from theelectrical system through the one-way charging circuit. The main andauxiliary batteries are recharged in the conventional manner duringvehicle operation.

Additionally, according to a still further embodiment of the presentinvention, the power in the auxiliary battery allows the automobile orother vehicle to be operated even when the main battery is discharged orincapacitated. Thus, when the main battery is not usable, the auxiliarybattery can be utilized until repair or replacement can be convenientlyobtained.

According to yet another embodiment of the present invention, both theprimary and the secondary batteries are of sufficient strength suchthat, under ordinary weather conditions, either will operate the starterand the vehicle without the aid of the other. Thus, if one of the twobatteries is totally discharged for some reason, the vehicle will stillbe operable.

According to yet a further embodiment of the present invention, the mainbattery is electrically isolated from the auxiliary battery in thesecond position or state of the switching device. In other words, in thesecond operating position or state, the switching device isolates themain battery from the electrical system and introduces only theauxiliary battery as the supplier of electrical energy to the electricalsystem.

In a further embodiment of the present invention, the one-way chargingcircuit of the auxiliary battery attachment apparatus may comprise atleast one diode. The diode can be a silicon rectifier. The siliconrectifier can have an amperage rating between about 25 and 95 amps. In astill further embodiment, the auxiliary battery can be a 12-voltautomobile battery and the silicon rectifier can have a 12-volt, 45 amprating. Additionally, the one-way charging circuit can comprise at leastone high capacity diode and at least one heat sink coupled to the highcapacity diode(s). The high capacity diode(s) can have an amperagerating between about 25 and 95 amps. Moreover, in yet another exemplaryembodiment, the high capacity diode(s) can have a 12-volt, 45 amp ratingand the heat sink(s) coupled to the high capacity diode(s) can havesufficient surface area to dissipate the heat generated by a 12-volt, 45amp high capacity diode.

In yet another embodiment of the present invention, the auxiliarybattery attachment apparatus may include a controller coupled to andcontrolling a state of the switching device. The auxiliary batteryattachment apparatus may also have at least one sensor in communicationwith the controller. The sensor(s) can include at least one main batteryvoltage sensor, at least one main battery current (amperage) sensor, atleast one auxiliary battery voltage sensor, at least one switch positionsensor, and at least one auxiliary battery current (amperage) sensor.The controller can couple to and communicate with the position sensor todetect the position of the switching device and selectively engage oractuate the switching device based on input from at least one of themain battery voltage sensor, the main battery current sensor, theauxiliary battery voltage sensor, and the auxiliary battery currentsensor.

In a further embodiment of the present invention, the auxiliary batteryattachment apparatus can also have an auxiliary battery dischargesystem. The auxiliary battery discharge system can have a controllerwith a timer. The timer can signal the controller to periodically changethe switch position or state of the switching device so as totemporarily discharge the auxiliary battery for periods of time and thenswitch back to the first operating position or state to reconnect themain battery. The discharge system may also or alternatively includewritten instructions describing how to manually switch the switchingdevice to the second operating position for a period of time and then tomanually switch the switching device back to the first operatingposition. The discharge system can also have the controller switch theswitching device to couple the auxiliary battery positive output to theelectrical system if an input signal from at least one sensor indicatesthat the main battery voltage or current (amperage) is below a triggerpoint.

The present invention eliminates the need to jump-start a vehicle or, ifthe electrical system has failed, allows the user to determine such afailure and try to reach some assistance while operating from theauxiliary battery. The instant invention also eliminates the danger oftrying to jump-start an automobile, where there is the potential forelectrical sparking and explosion. Additionally, by avoiding the needfor a jump-start with the instant invention, both safety and securityare improved, as there is no need to leave your vehicle to seekassistance or flag down strangers when the vehicle will not start.Improved time to charge is also an important further advantage of theinstant invention. Re-charging a battery with known devices can takesignificant amounts of time, if it is even possible, for instance insituations where user is stuck on a lonely back road. However, theinstant invention allows the user to quickly start his or her vehicleand immediately begin recharging both the main and the auxiliarybatteries.

The present invention also provides an auxiliary battery attachmentapparatus that is generally universally installable on a conventionalvehicle battery. Additionally, the auxiliary battery attachmentapparatus provides sufficient reserve electrical power for most, if notall, situations, even in worst-case type discharge scenarios, such asfailure in the electrical system. Further, the present inventionprovides auxiliary power easily and virtually instantaneously. Stillfurther, the auxiliary battery attachment apparatus is simple inconstruction, does not require substantial and costly structures ormodifications to existing electrical systems, circuitry, or othercomponents, and is economical to manufacture and use. Still further, thepresent invention facilitates efficient utilization of the availablespace within a vehicle's battery compartment area such that the mainbattery exceeds SAE recommended minimum cold cranking amperage (CCA)output ratings for most original equipment manufacturer (OEM) vehicles.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows an isometric view of an exemplary embodiment of a multiplebattery system in accordance with one embodiment of the instantinvention.

FIGS. 2A and 2B show a top view and a cross-sectional view,respectively, of an exemplary embodiment of a multiple battery system inaccordance with another embodiment of the instant invention.

FIGS. 3A and 3B show a top view and a circuit diagram, respectively, ofan exemplary embodiment of the multiple battery system of FIG. 1 in anormal operational mode.

FIGS. 4A and 4B show a top view and a circuit diagram, respectively, ofan exemplary embodiment of the multiple battery system of FIG. 1 in anauxiliary operational mode.

FIGS. 5A and 5B show a top view and a circuit diagram, respectively, ofan exemplary embodiment of the multiple battery system of FIG. 1 in astorage operational mode.

FIGS. 6 and 7 show isometric views of exemplary embodiments of anauxiliary battery attachment system, in accordance with anotherembodiment of the present invention.

FIG. 8 shows a circuit diagram of a multiple battery systemincorporating an automated controller, in accordance with yet anotherembodiment of the present invention.

FIG. 9 shows a circuit diagram of an exemplary embodiment of a multiplebattery system incorporating an auxiliary battery discharge cyclingsystem, in accordance with a further embodiment of the presentinvention.

FIG. 10 shows a circuit diagram of an exemplary embodiment of a multiplebattery system incorporating a manually operated auxiliary batterydischarge cycling system, in accordance with a further embodiment of thepresent invention.

DETAILED DESCRIPTION

In the drawings, depicted elements are not necessarily drawn to scaleand like or similar elements are designated by like reference numeralsthroughout the several figures.

FIG. 1 shows an isometric view of an exemplary embodiment of the instantinvention. In the exemplary embodiment shown in FIG. 1, as well as inFIGS. 2-5, the upper portion of the battery housing 10 contains the mainbattery 100 while the lower portion of the battery housing 10 comprisesthe auxiliary battery 200. In the exemplary embodiment shown, the mainbattery 100 accounts for about three-quarters and the auxiliary battery200 accounts for about one-quarter of the battery housing 10. The mainbattery 100 terminates in a main positive output 110 and main negativeoutput 120. The auxiliary battery terminates in a second or auxiliarypositive output 210 and a second or auxiliary negative output 220. Thus,the exemplary embodiment shown provides two positive outputs and twonegative outputs internal to the battery housing for each battery.

In the exemplary embodiment of FIG. 1, at least one common positive postor terminal, in this case a set of common positive posts or terminals310, and at least one common negative post or terminal, here a set ofcommon negative posts or terminals 320, are electrically coupled to thefirst 110, 210 and second set 210, 220 of outputs. The positive outputs110, 210 are selectively coupled through switching device 300, asfurther described herein below. Additional exemplary embodiments canprovide single positive common terminals and single negative commonterminals. In the exemplary embodiment of FIG. 1, the coupling of theterminals 310, 320 to the respective outputs is internal to the batteryhousing 10. This coupling can be done in any suitable manner, forinstance, through use of a bus coupling or bus bar or through a wiringconnection or similar electrical coupling means. Additional batteriesmay be added and the coupling of the batteries may be made external orpartially external to the battery housing without departing from thespirit of the invention.

As depicted in the exemplary embodiment shown in FIG. 1, the commonnegative and positive terminals or posts 310, 320 protrude from the topand side of the external battery housing so as to be external to thebattery housing 10 and easily coupled to electrical connectors extendingfrom the electrical system (not shown). This configuration accommodatesthe electrical connectors for common vehicle and equipment electricalsystems. Variation in the placement, the number and the type of possibleposts or connections can be provided without departing from theinventive aspects of the instant invention. One non-limiting example ofsuch a variation would be an exemplary embodiment providing internalconnections to the common terminals for systems and vehicles in harshenvironments.

The main positive output 110 and auxiliary positive output 210 arecoupled to a switching device 300, which in turn selectivelyelectrically couples, in various operating positions or states, thebatteries 100, 200 and their respective positive outputs 110, 210 to thecommon positive terminal 310 based on various operating conditions andswitch positions. Each operating position corresponds to differentcircuit configurations for coupling the main battery positive output 110and the auxiliary battery positive output 210 to the common positiveoutput post or terminal 310.

In the exemplary embodiment shown in FIGS. 1-5, switching device 300 isincluded in the housing. It selectively electrically couples the mainbattery 100 or the auxiliary battery 200 to the electrical system (e.g.,of a vehicle). Additional embodiments can vary the number of operatingpositions or states, or location and placement of the switching device300. For instance, in additional exemplary embodiments, the switchingdevice 300 may be included with an attachment or separate housingcontaining the circuitry and the auxiliary battery 200, as discussedfurther in relation to FIGS. 6 and 7 herein below. Furthermore, for thesake of brevity in this description, reference is made to athree-position switching device 300 having first 350, second 360, andtertiary 370 switch positions. The relative number and position of theswitch positions as shown can be changed or varied without departingfrom the inventive aspects of the system. Additionally, the switching ofthe switching device 300 may be automated through a control mechanism orcircuit that senses the condition of the battery system, as furtherdiscussed in relation to FIG. 8 herein below. Moreover, a periodicdischarge system for the multiple battery system of the instantinvention can also be added, as further described below in relation toFIGS. 9 and 10.

In the exemplary embodiment shown with the three-position switchingdevice 300, the switching device 300 has a first or normal operatingmode or position 350. In this position the vehicle or equipment operatesoff the main battery 100 which is always receiving a charge from theelectrical power system of the vehicle or equipment when it is runningand charging the auxiliary battery 200, as further described in relationto FIGS. 3A and 3B below. The switching device 300 would have asecondary or auxiliary position or operating mode 360, wherein theauxiliary battery 200 would be engaged as the sole source of electricalenergy for the vehicle or device, as further described in relation toFIGS. 4A and 4B below. The second or auxiliary switch operating mode orposition 360 would be used for emergency back up when needed to startand/or operate the vehicle when the main battery 100 is incapable ofstarting or operating the vehicle, equipment, or machinery or whendischarge cycling the auxiliary battery 200, as discussed below.Finally, a tertiary or storage operating mode or position 370 would beprovided wherein the switching device 300 would disconnect both the mainbattery positive output 110 and the auxiliary battery positive output210 from the common positive terminal 310 when not in use.

FIGS. 2A and 2B show a top view and a cross-sectional view,respectively, of an exemplary embodiment of the instant invention. Inthe exemplary embodiment depicted, each of the batteries is comprised ofsets of cells contained within a main compartment 109 and an auxiliarycompartment 209, respectively. The main battery compartment 109 andauxiliary battery compartment 209 are located one above the other;however, the relative position of each compartment can be varied. Thefirst set of six two-volt main cells 101-106 is coupled in series toform the main battery 100. The second set of six two-volt cells 201-206is also coupled in series to form the standby, auxiliary, or backupbattery 200. The first set of six main cells 101-106 that form mainbattery 100 terminate at main positive output 110 and main negativeoutput 120. Similarly, the second set of six auxiliary cells 201-206that form the auxiliary battery 100 terminate at auxiliary positiveoutput 210 and auxiliary negative output 220.

To maintain the electrolytic fluid levels of the main battery 100 andthe individual cells 101-106, at least one thin channel or tube (tubes111-116 as shown) is provided to the main battery 100 or each of theindividual cells 101-106 of the main battery 100. Similarly, to maintainthe electrolytic fluid levels of the auxiliary battery 200 and theindividual cells 201-206, at least one thin channel or tube (tubes211-216 as depicted) drop between the individual main cells 101-106 ofthe main battery 100 to act as fill tubes for the electrolytic fluid andact as a vent. The fill tubes or channels can be varied in both numberand length to suit particular space and manufacturing constraints, butpermit the venting of gasses and the maintenance of electrolytic fluidlevels. Additionally the fill tubes or channels may be capped oruncapped, as is known in the art.

FIGS. 3A and 3B show a top view and a circuit diagram, respectively, ofan exemplary embodiment of the instant invention in a normal operationalmode. FIG. 3A shows the switching device 300 in a first switch position350. In this first, main, or normal switch position or mode 350,indicated in the circuit diagram of FIG. 3B at switch position S1, themain battery 100 is electrically coupled to the electrical system andthe auxiliary battery is electrically coupled to the electrical systemthrough the one-way charging circuit 400. The electrical system (notshown) is coupled to common positive post 310, which in turn is coupledto the switching device 300. The switching device 300, when in the S1position or normal operating mode 350, couples the main positive output110 and, through the one-way charging circuit 400, the auxiliarypositive output 210 to the common positive post 310 and, thereby, theelectrical system (not shown). Both the main negative output 120 and theauxiliary negative output 220 are coupled to the negative output post orterminal 320, which is coupled back to the electrical system (not shown)to complete the connection.

The two batteries are coupled by a one-way charging circuit 400 thatprecedes the auxiliary battery 200, as indicated in the circuit diagramof FIG. 3B. The one-way charging circuit 400 is a one-way circuitallowing for electricity to pass from the electrical system (not shown)to replenish the auxiliary battery 200. As the electrical system (notshown) is providing the current needed to run all the auxiliaryequipment, it is simultaneously, through the one-way charging circuit400, also providing a full charging voltage to the backup or auxiliaryor standby battery 200, as well as preventing any discharge from thebackup or auxiliary battery 200. Effectively, the one way chargingcircuit 400 is a one-way electrical “valve” permitting electricity toflow in one direction into the auxiliary battery 200 in the main orfirst switch position 350.

The one-way charging circuit 400 provides the full current to theauxiliary battery 200 for charging. This is a significant departure fromprior systems that disclosed variable coefficient resistors and the likein series with low capacity diodes, as these prior systems could onlyprovide a very small amount of power to the respective standby orreserve battery. Unlike the prior designs that slow the charging currentto a trickle charge, the instant invention utilizes a charging circuitthat allows for the full current flow to both the main and auxiliarybatteries simultaneously to allow for a speedy recovery of bothbatteries. This does not, however, limit the device from incorporatingcurrent regulating components to vary the amount of charge in thecircuit, through the charging circuit, or to either of the batteries.

One exemplary embodiment of the one-way charging circuit 400 is acircuit that includes at least one one-way charging diode 410. Theone-way charging diode 410 can be, in an exemplary embodiment, but isnot limited to, at least one silicon rectifier. Use of a siliconrectifier as the one one-way charging diode 410 would allow for the fullcurrent provided by the electrical system of the vehicle to reach theauxiliary battery 200 for recharging, while generating a minimum heatload and preventing the main battery from draining the auxiliary battery200. The silicon rectifier can be of any amperage and any voltage asdictated by the amperage and voltage of the electrical system of theapplication. For instance, silicon rectifiers having amperage ratings ofbetween about twenty-five (25) and ninety-five (95) can be used, forexample, in twelve-volt auto, light truck and marine systems. Anon-limiting example is an exemplary embodiment for conventionaltwelve-volt automobiles that, for instance, uses a silicon rectifierhaving a forty-five (45) amp rating as the one-way charging diode 410 asa part of the one-way charging circuit 400.

Additional charging circuit configurations could include, but are notlimited to, at least one high capacity one-way diode 410 coupled with atleast one high capacity heat sink as the one-way charging circuit 400.As an alternate charging circuit configuration, a combination of highcapacity diodes 410 would need to be coupled to a suitable heat sink orsimilar heat dissipation device that can handle the high amounts of heatgenerated by the diodes. Having a high capacity diode is critical wherehigher amounts of heat might be unsafe if the diode is mounted alone orin too close a proximity to the volatile components of a battery. As theamount and rate of heat dissipation is greatly affected by a wide rangeof parameters associated with the application, the size and placement ofthe high capacity diode and the heat sink can vary greatly. Variousdesign parameters associated with the diode environment, including, butnot limited to, the proximity to plastics and volatile chemicals, thesize of the heat sink or sinks, the diode size, the location of thebattery, the environment of the battery, and other parameters can beused in determining the size and ratings of the high capacity diode andheat sink combination and placement of the combination within or outsidethe battery housing.

FIGS. 4A and 4B show a top down view and a circuit diagram,respectively, of an exemplary embodiment of the instant invention in anauxiliary operational mode. An operator or a controller manipulates theswitching device 300 to the second or auxiliary position or mode 360,represented by switch position S2 in the circuit diagram of FIG. 4B.This electrically couples the common positive terminal 310, and thus theelectrical system of the vehicle, to the positive output 210 of theauxiliary battery 200. The connection isolates the auxiliary battery 200from the main battery 100, as the charging diode 400 prevents electricalcurrent from the electrical system (not shown) from flowing into themain battery 100 while in this operating mode. Again, this circuit issignificantly different from previous devices that dump the reservebattery into parallel with the discharged main battery.

Previous attempts at a multi-battery system have all applied a standbybattery in parallel with a main battery. The problem with doing this istwofold. First, if there were a short or a dry cell in the main battery,the short circuit would short the backup battery impairing its abilityto start the vehicle. Moreover, even if the electrical system and mainbattery were in good condition, the standby battery of the prior artwould be saddled with both the load of the starter and the load of thedischarged battery. This weakens the standby battery taking away neededelectrical power. By isolating the auxiliary battery 200 from the mainbattery 100 in the auxiliary mode 360, the invention permits the fullycharged auxiliary battery 200 to be used independently to start thevehicle or device. Once started, the operating mode can be manipulatedback into the first or main operational position 350 and the fullelectrical energy of the electrical system of the vehicle can be putinto charging both the main battery 100 and the auxiliary battery 200.Additionally, failure to continue operating in the normal operating modewould be an indicator that a short or electrical system failure hasoccurred, as further described herein below.

FIGS. 5A and 5B show a top down view and a circuit diagram of anexemplary embodiment of the instant invention in a tertiary or storageoperational mode. An operator or controller manipulates the switchingdevice 300 to the tertiary, off, or storage position 370, represented byswitch position S3 in the circuit diagram of FIG. 5B. This positionprovides for disconnection of both batteries for storage. The S3position disconnects the main positive output 110 and the auxiliarypositive output 210 from the common positive terminal 310 and, thereby,the electrical system of the vehicle or equipment. This is useful if thevehicle or equipment is being placed in storage, for instance, or if thebattery is being stored.

FIGS. 6 and 7 show isometric views of exemplary embodiments of auxiliarybattery attachment apparatus in accordance with alternative embodimentsof the present invention. In the exemplary embodiment depicted in FIG.6, the circuitry, switching device 300, and auxiliary battery 200 areprovided as a backpack battery attachment system.

The conventional main battery 1000 does not share a common housing withthe auxiliary battery 200, but instead the two are coupled throughpositive coupling 330 and negative coupling 340, and a common circuitryhousing 509 that houses the second or auxiliary battery 200. Thecircuitry housing 509 is hung from the conventional main battery 1000and its existing positive output 1100 and negative output 1200. Thisallows application of the invention to existing conventional batteries.

The exemplary embodiment of the attachment device shown in FIG. 6 iscoupled to the existing main battery 1000 by disconnecting theelectrical leads (not shown) coming from the vehicle or machinery andapplying the leads to the common negative terminal 320 and commonpositive terminal 310 of the exemplary embodiment, located externally onthe common circuitry housing 509 in the embodiment depicted. Theexemplary embodiments depicted in both FIGS. 6 and 7 have the sameswitching device 300 as the previously discussed exemplary embodiments,but only six cells comprising the auxiliary battery 200 are enclosedwithin the circuitry housing 509. Auxiliary battery positive output 210and auxiliary battery negative output 220 are also enclosed in thecircuitry housing and electrically coupled to the common positiveterminal 310 and common negative terminal 320, in a manner similar tothat discussed above in the previous exemplary embodiments. Thecircuitry housing 509, the one-way charging circuit 400, and theswitching device 300 can be provided to perform all of the samefunctions of the previously described exemplary embodiments of theinstant invention, along with the same variations.

The exemplary embodiment shown includes a similar one-way chargingcircuit 400, which can include at least one one-way charging diode orrectifier 410 and similar switched circuit configurations with positionsS1, S2 and S3, as described in relation to FIGS. 3B, 4B, and 5B. Similaramperage ratings and voltages for various applications can be utilizedin the exemplary embodiments of the attachment system. This providessimilar functionality from the attachment system embodiments of theinstant invention. The positions would include a first, main, or normaloperating mode or position 350 in which the vehicle or equipmentoperates off the main battery 1000, which is always receiving a chargefrom the electrical system of the vehicle or equipment and charging theauxiliary battery 200; a secondary or auxiliary position 360, where theauxiliary battery 200 would be engaged as the sole source of electricalpower for the vehicle or device; and a tertiary or storage position 370.The second or auxiliary switch position 360 would be used for emergencyback up when needed to start and/or operate the vehicle when the mainbattery 1000 is incapable of starting or operating the vehicle,equipment, or machinery. Thus the attachment device would provide aretrofit version of the instant invention, requiring no modification orconversion of existing vehicle or machinery electrical systems, whileproviding identical performance to the exemplary embodiments of themultiple battery system.

The shape and configuration of the exemplary embodiments of theattachment system can be varied to fit the specific space constraints ofvarious applications. For instance, the further embodiment of FIG. 7 ishorizontally oriented so as to sit atop the main battery 1000 ratherthan hang from the side. The elements of the exemplary embodiment of theattachment device shown in FIG. 7 are similar to the exemplaryembodiment of the invention shown in FIG. 6 in that the conventionalmain battery 1000 does not share a common housing with the auxiliarybattery 200, but the two are instead coupled through a common circuitryhousing 509 and couplings 330 and 340. The principal differences beingthat the auxiliary battery 200 and couplings 330 and 340 sit atop themain battery 1000. Additionally, as mentioned above, the location ofcommon positive and negative terminals 310, 320, the auxiliary outputs210, 220 and, to the extent that the existing conventional battery mayallow, the main battery outputs 1100, 1200, the type of switching device300 and the voltage rating of the auxiliary battery 200 can be variedwithout departing from the spirit of the invention.

FIG. 8 shows a circuit diagram of an exemplary embodiment of the instantinvention incorporating an automated controller. In addition to theswitching device 300 and circuitry disclosed previously, an additionalcontrol system is provided for automated control of the system. Acontroller 700 is provided, which can for instance be, but is notlimited to, a microprocessor. The controller 700 is coupled to at leastone sensor in the battery system to sense the condition of each batterythrough these connections.

The controller 700 monitors and detects various operating conditions ofthe batteries through at least one sensor. The sensor(s) can include,but is not limited to, any of at least one main battery, auxiliarybattery, and switch sensor or any additional sensors. The controller 700can continuously monitor, for example, but not limited to, any of thefollowing parameters with any of the main, auxiliary, or switch sensors:the auxiliary battery voltage, the main battery voltage, the auxiliarybattery current (e.g., cold cranking amperage), the main battery current(e.g., cold cranking amperage), temperature, vibration, current, switchstate, switch position, and condition(s) of various flags and varioustimers within the system. In the exemplary embodiment of FIG. 8, atleast one main battery sensor is provided. The main battery sensor(s) isshown as two main battery sensors 710, 720. These measure the voltage ofthe main battery 100 at main battery sensor 710 and the cold crankingamps of the main battery 100 through main battery sensor 720. Also, inthe exemplary embodiment, at least one auxiliary battery sensor isprovided. The auxiliary battery sensor(s) is shown as two auxiliarysensors 730, 740. These measure the voltage of the auxiliary battery 200at auxiliary sensor 730 and the cold cranking amperage of the auxiliarybattery 200 through auxiliary sensor 740. Additionally, in the exemplaryembodiment of FIG. 8, at least one switch position sensor 750 can beprovided to sense the position and condition of the switching device300.

In each case, the sensors 710-750 communicate with the controller 700providing various parameter inputs. Upon detecting parameter inputs thatmatch pre-programmed conditions, set through flags, triggers, timers andother common control elements, the controller 700 sends a signal to theswitching device 300 to change the state of the switching device 300.The controller 700 then verifies the result of the change of state. Theswitching sensor 750 is connected to the controller 300 to relayrelevant data on the switching device.

FIG. 9 shows a circuit diagram for an auxiliary battery dischargecycling system for a still further exemplary embodiment of the instantinvention. The still further embodiment of the instant invention isprovided that includes an auxiliary battery discharge cycling system800. This discharge cycling system can, for instance, be included as anautomated auxiliary battery discharge cycling system, as shown in theexemplary circuit diagram of FIG. 9. In other non-limiting examples ofexemplary embodiments, the discharge cycling system can be incorporatedas part of the controller 700 shown in FIG. 8 or as a separate manualdischarge unit or through simple instructions to the operator toperiodically run the vehicle in the second or auxiliary operationalsetting in an auxiliary setting for a short period of time, as shown inFIG. 10.

The auxiliary battery discharge cycling system 800 would operate toensure the longevity of the auxiliary battery 200 by periodicallyengaging the auxiliary battery 200 to start and/or operate the vehicleor equipment. Such a system can include a timer 820 coupled to aswitching device 300, wherein the timer 820 periodically activates theswitching device 300, which in turn switches the system to the auxiliaryoperational mode 360 for a short period of time, as described above inrelation to FIGS. 4A and 4B. The system would operate to periodicallyprovide for a slight discharge of the auxiliary battery 200 in theauxiliary-operating mode 350. By providing for a slight discharge, theauxiliary battery 200 would be lower than its peak voltage and wouldthen need to be recharged by the battery system in its first or normaloperating mode, as described above. This would help extend the life ofthe auxiliary battery by maintaining the condition of the electrodes andkeeping the electrolytic solution active. Alternatively, as shown inFIG. 10, the auxiliary battery discharge system 800 can incorporatewritten instructions 821 to an operator to periodically manually switchthe multiple battery system from a first operating position to thesecond operating position for a period of time and then back to thefirst position. The exemplary embodiments employing the auxiliarybattery discharge cycling system 800 in its various forms would onlyoperate for a short period of time so as not to accidentally run downthe auxiliary battery 200.

The instant invention may also act as a discharge condition indicator.If an operator were to utilize the auxiliary battery 200 to start thevehicle or machinery, they would switch to the auxiliary circuitposition 360 or S2 in the circuit diagrams. Once the vehicle started theuser would return the switching device 300 to the normal or mainoperating position 350, engaging the circuit associated with the normaloperating position, in order to charge both batteries to full capacity.If upon returning the switching device 300 to the normal operatingposition 350 the engine were to stop running, it would indicate ageneral operating failure in the electrical system (for instance, a badalternator or generator). At this point the operator would be able toreturn the switching device 300 to the auxiliary position 360 and engagethe auxiliary battery 200 to supply the needed energy to start and runthe vehicle or equipment from the auxiliary battery 200 allowing acertain amount of operating time, depending on the application, toobtain service. Thus, the system allows for increased safety for atraveler, giving sufficient time, for instance, to get a car off theroad and home or to a service station.

The embodiments and examples discussed herein are non-limiting examples.The invention is described in detail with respect to exemplaryembodiments, and it will now be apparent from the foregoing to thoseskilled in the art that changes and modifications may be made withoutdeparting from the invention in its broader aspects, and the invention,therefore, as defined in the claims is intended to cover all suchchanges and modifications as fall within the true spirit of theinvention.

1. An auxiliary battery attachment apparatus for attachment to a firstbattery apparatus, the auxiliary battery attachment apparatus and thefirst battery apparatus providing electrical energy to an externalelectrical system on an as-needed basis when so attached, the firstbattery apparatus including a first battery disposed within a firstbattery housing, the first battery housing including at least onepositive terminal and at least one negative terminal, the first batterysupplying electrical energy to the at least one positive terminal andthe at least one negative terminal of the first battery housing, theauxiliary battery attachment apparatus comprising: a second batteryhousing including at least one positive terminal and at least onenegative terminal, the at least one positive terminal of the secondbattery housing being electrically connectable to the at least onepositive terminal of the first battery housing and the at least onenegative terminal of the second battery housing being electricallyconnectable to the at least one negative terminal of the first batteryhousing, the at least one positive terminal and the at least onenegative terminal of the second battery housing being electricallycoupleable to the external electrical system; a second battery disposedwithin the second battery housing and including a positive output and anegative output, the negative output of the second battery beingelectrically connected to the at least one negative terminal of thesecond battery housing; at least one positive coupling coupleable to theat least one positive terminal of the first battery housing; at leastone negative coupling coupleable to the at least one negative terminalof the first battery housing; at least one switching device operable inat least two states to selectively electrically connect the at least onepositive terminal of the second battery housing to one of the at leastone positive coupling and the positive output of the second battery, theat least one switching device being operable in a first state toelectrically connect the at least one positive terminal of the secondbattery housing to the at least one positive coupling, the at least oneswitching device being further operable in a second state independent ofthe first state to electrically connect the at least one positiveterminal of the second battery housing to the positive output of thesecond battery; and a one-way charging circuit electrically connectedbetween the at least one positive coupling and the positive output ofthe second battery, the one-way charging circuit being configured toprevent current flow from the second battery and facilitate simultaneouscharging of the first battery and the second battery when the at leastone switching device is in the first state, the at least one positivecoupling is coupled to the at least one positive terminal of the firstbattery housing, and the at least one negative coupling is coupled tothe at least one negative terminal of the first battery housing, whereinthe first battery and the second battery do not supply electrical energyto the external electrical system simultaneously when the at least onepositive terminal and the at least one negative terminal of the secondbattery housing are electrically coupled to the external electricalsystem and when one of: (i) the at least one switching device is in thefirst state, and (ii) the at least one switching device is in the secondstate and a voltage of the first battery is less than or equal to avoltage of the second battery.
 2. The auxiliary battery attachmentapparatus of claim 1, wherein the second battery housing is mounted atopthe first battery housing.
 3. The auxiliary battery attachment apparatus1, wherein the second battery housing is mounted beside the firstbattery housing.
 4. The auxiliary battery attachment apparatus of claim1, wherein the external electrical system includes battery chargingfunctionality and wherein, when the at least one switching device is inthe first state and the at least one positive terminal and the at leastone negative terminal of the second battery housing are electricallycoupled to the external electrical system, the one-way charging circuitpermits charging current from the external electrical system to flowinto both the first battery and the second battery, but preventselectrical energy from flowing out of the second battery.
 5. Theauxiliary battery attachment apparatus of claim 1, wherein, when the atleast one switching device is in the second state and the at least onepositive terminal and the at least one negative terminal of the secondbattery housing are electrically coupled to the external electricalsystem, the first battery is fully disconnected from the externalelectrical system.
 6. The auxiliary battery attachment apparatus ofclaim 1, wherein the at least one positive coupling and the at least onenegative coupling form part of the second battery housing.
 7. Theauxiliary battery attachment apparatus of claim 1, wherein the one-waycharging circuit comprises at least one diode.
 8. The auxiliary batteryattachment apparatus of claim 7, wherein the at least one diode is atleast one of a silicon rectifier and a high current capacity diode. 9.The auxiliary battery attachment apparatus of claim 7, wherein theone-way charging circuit further includes at least one heat sink coupledto the at least one diode.
 10. The auxiliary battery attachmentapparatus of claim 1, further comprising a controller coupled to the atleast one switching device, the controller controlling whether the atleast one switching device is in the first state or the second state.11. The auxiliary battery attachment apparatus of claim 10, furthercomprising at least one sensor in communication with the controller, theat least one sensor sensing at least one operating condition of thefirst battery and the second battery.
 12. The auxiliary batteryattachment apparatus of claim 11, wherein the at least one operatingcondition of the first battery and the second battery includes at leastone of a voltage of the first battery, a voltage of the second battery,a cold cranking amperage of the first battery, and a cold crankingamperage of the second battery.
 13. The auxiliary battery attachmentapparatus of claim 11, wherein the at least one sensor further senses astate of the at least one switching device.
 14. The auxiliary batteryattachment apparatus of claim 11, wherein the first state of the atleast one switching device is a first physical switch position andwherein the second state of the at least one switching device is asecond physical switch position, and wherein the at least one sensorfurther senses a physical switch position of the at least one switchingdevice.
 15. The auxiliary battery attachment apparatus of claim 11,wherein the controller selectively changes a state of the at least oneswitching device based on the at least one operating condition and apresent state of the at least one switching device.
 16. The auxiliarybattery attachment apparatus of claim 15, wherein the controller changesthe state of the at least one switching device to the second stateresponsive to an input signal from the at least one sensor indicatingthat at least one of a voltage and a cold cranking amperage of the firstbattery is below a respective trigger point.
 17. The auxiliary batteryattachment apparatus of claim 1, further comprising a battery dischargesystem for temporarily discharging the second battery when the firstbattery is in a charged condition.
 18. The auxiliary battery attachmentapparatus of claim 17, wherein the battery discharge system comprises acontroller and a timer.
 19. The auxiliary battery attachment apparatusof claim 18, wherein the timer signals the controller to set a state ofthe at least one switching device to the second state so as to dischargethe second battery for a predetermined period of time and, afterexpiration of the predetermined period of time, signals the controllerto set the state of the at least one switching device to the firststate.
 20. An auxiliary battery attachment apparatus for attachment to afirst battery apparatus, the auxiliary battery attachment apparatus andthe first battery apparatus providing electrical energy to an externalelectrical system on an as-needed basis when so attached, the firstbattery apparatus including a first battery disposed within a firstbattery housing, the first battery housing including at least onepositive terminal and at least one negative terminal, the first batterysupplying electrical energy to the at least one positive terminal andthe at least one negative terminal of the first battery housing, theauxiliary battery attachment apparatus comprising: a second batteryhousing including at least one positive terminal and at least onenegative terminal, the at least one positive terminal of the secondbattery housing being electrically connectable to the at least onepositive terminal of the first battery housing and the at least onenegative terminal of the second battery housing being electricallyconnectable to the at least one negative terminal of the first batteryhousing, the at least one positive terminal and the at least onenegative terminal of the second battery housing being electricallycoupleable to the external electrical system, at least a second batterydisposed within the second battery housing and including a least onepositive output and at least one negative output, the at least onenegative output of the at least a second battery being electricallyconnected to the at least one negative terminal of the second batteryhousing; at least one positive coupling coupleable to the at least onepositive terminal of the first battery housing; at least one negativecoupling coupleable to the at least one negative terminal of the firstbattery housing; at least one switching device operable in at least twostates to selectively electrically connect the at least one positiveterminal of the second battery housing to one of the at least onepositive coupling and the at least one positive output of the at least asecond battery, the at least one switching device being operable in afirst state to electrically connect the at least one positive terminalof the second battery housing to the at least one positive coupling, theat least one switching device being further operable in a second stateindependent of the first state to electrically connect the at least onepositive terminal of the second battery housing to the at least onepositive output of the at least a second battery; and a one-way chargingcircuit electrically connected between the at least one positivecoupling and the positive output of the second battery, the one-waycharging circuit being configured to prevent current flow from thesecond battery and facilitate simultaneous charging of the first batteryand the second battery when the at least one switching device is in thefirst state, the at least one positive coupling is coupled to the atleast one positive terminal of the first battery housing, and the atleast one negative coupling is coupled to the at least one negativeterminal of the first battery housing, wherein the first battery and theat least a second battery do not supply electrical energy to theexternal electrical system simultaneously when the at least one positiveterminal and the at least one negative terminal of the second batteryhousing are electrically coupled to the external electrical system andwhen one of: (i) the at least one switching device is in the firststate, and (ii) the at least one switching device is in the second stateand a voltage of the first battery is less than or equal to a voltage ofthe second battery.